.

-,I

ergy sapped by declining The promise was safety in

Wichitaaircraft issales.
quietBut
now,
in the
itslate
en-
1950s general aviation was so healthy single-engine operation. The
that the Cessna Aircraft Company was promise was fulfilled; but the
inspired to develop an unprecedented
concept in a light twin. Light twins Skymaster saga shows that
were in their heyday then: Piper was safety, as usual, doesn't sell.
selling the Apache and, by 1960, the
Aztec; Beech had the Twin Bonanza BY THOMAS A. HORNE
and the Travel Air. Cessna offered
only one twin at the time-the 310.
All these designs basically are alike,
except for performance variations. All

32 • NOVEMBER 1982
PHOTOGRAPHY BY ART DAVIS
can be fitted out to carry up to five,
and in some cases, six people. All are
capable of flying 700 nautical miles or
so and still having 45 minutes' re-
serve. With an engine out, each poses
handling and performance problems
to an improficient pilot.
The goal of a newly created Cessna
design team, formed in December
1957 under the leadership of Don
Ahrens, was to build a twin engine
airplane without engine-out vices.
Asymmetric thrust and rusty pilots
are the traditional culprits in most
light twin engine-failure accidents.
Do not allow a conventionally de-
signed twin to fall below that magic
airspeed known as Vmc (minimum
controllable airspeed). The official
definition of Vmc is the minimum
flight speed at which a twin-engine
airplane is directionally controllable
as determined by the Federal Aviation
Administration certification criteria.
These conditions include: one engine
(in airplanes with non-counterrotat-
ing propellers, the left, or critical en-
gine) inoperative and windmilling; a
five-degree bank toward the operative
engine; takeoff power on the oper-
ative engine; landing gear up; flaps in
the takeoff position; and a center of
gravity in its most rearward permissi-
ble location. At this speed, the thrust
generated by the good engine will
cause the airplane to yaw towards the
dead engine uncontrollably, even
with full opposite rudder.
This yaw can turn quickly into a
violent rolling motion, perhaps in-
verting the airplane or sending it into
a spin. This type of accident often
AOPA PILOT • 33
 happens during takeoff, when air- were designated Model 336 (not to be
speed and altitude are low and power
is at its maximum. Extensive studies
confused with the current Beech 336). SKYMASTERS
In its zeal to put the 336 on the
. by the National Transportation Safety market, Cessna encountered some dif-
Board have shown that the surprised ficulties. Management tried to con-
With torque canceled
pilot often lets airspeed decay in a vince the FAA that the Skymaster and all thrust directed
fruitless attempt to climb. The aircraft flew just like a large single-engine
enters the Vmc regime, rolls over and airplane and that a pilot would not
through the centerline,
the results are usually fatal. need a multi-engine rating to fly one there are no Vmc problems.
The Ahrens' team solution to the safely. This ploy did not work. The
problem? Centerline thrust. They put FAA declared that Skymaster pilots
one engine ,"-on the nose, another at would have to obtain a special, cen-
the tail, then made the rotation of the
engines opposite to each other. Each
engine's torque is canceled out by-the
other, and all thrust is directed
through the airplane's centerline.
While rate of climb and service ceil-
ing are diminished with the loss of
one engine, directional control is not.
Asymmetric thrust and the dangers of
the Vmc accident are eliminated.
So went the reasoning behind the
development of the Cessna Skymaster
Models 336 and 337, better known by
a series of humorous monikers such as
Skysmasher, Skythrasher, Mixmaster,
Huff n' Puff and Suck and Blow.
Cessna felt sure that the Skymas-
ter's safety features would guarantee
its success. To paraphrase an early
sales brochure, "All the advantages of
multi-engine redundancy are yours,
with none of the drawbacks."
A good deal of money was invested
in the project, and by April 1960
Ahrens and his group had completed
the first mockup. The first prototype
flew on February 28, 1961, the FAA
type certificate was granted on May
22, 1962, and the first deliveries be-
gan a year later. The first Skymasters

34 • NOVEMBER 1982
(Olltilllled
was reduced to its original length.
With gear extension there is-as
with most retractable-gear airplanes-
a tendency to pitch down, but there is
nothing remarkable about this. Gear
retraction, though, does create an un-
usual amount of drag, primarily be-
cause of the gear doors' opening and
closing and the nosewheel's rotating
90 degrees during the retraction cycle.
One-third flaps are recommended
for takeoff; this reduces the ground
roll and makes rotation easier. Retrim-
ming during climbout takes very little
attention, thanks to the auto-trim
function and the trim wheel's gear-
ing. It takes only three-and-a-half
turns to go from full nose-up to full
nose-down trim. The ailerons are sur-
prisingly light and effective and make
quite a contrast to the pitch-heaviness.
While the Skymaster may not cruise
as fast as its competitors, power is ad-
equate to make Sky masters well-
suited to short-field operations. The
turbocharged models are especially
sought after by operators who fly into
areas where unimproved fields and
The SkYlI/astcr plwtographed for this article, oWlled by Dr. Robert Poole of Washillgtoll, D.C., is a 1965 Model 337. The power quadrallt
call muse nmfusioll at first. The right levers cOlltrol the rear el1gille (just rell/ell/ber I~ight-Rear); the left levers, the frollt clIgil1e.
38 • NOVEM8EH 1982
high density altitude conditions are
commonplace.
Could the Skymaster's single-en-
gine performance be at fault? No
doubt about it. Pull a Skymaster's en-
gine and you are flying a very mar-
ginal airplane. But a loss of power
translates into more of a sagging feel-
ing than the killer yaw that conven-
tional multi-engine pilots are condi-
tioned to expect.
Moreover the single-engine rates of
climb and single-engine service ceil-
ings are equal to, and' sometimes
slightly higher than, those of com-
parable light twins. Even the much-
maligned 336, according to the pilot's
operating handbook, can manage a
gross-weight single-engine climb of
355 fpm. And this is what the book
refers to as the front-engine-only
climb rate. Since the rear (pusher) en-
gine is aerodynamically more effec-
tive, the rear-engine only rate of
climb is listed as 420 fpm. These fig-
ures rose to 360 and 450 fpm for the
337, then sank slightly to 295 and 375
fpm (due to higher gross weight) in
SKYMASTERS
the turbocharged 337s. Single-engine
climb in the pressurized 337s is
claimed as 375 fpm.
Service ceilings also are listed as
slightly higher than the competition.
As with single-engine climb rates,
single-engine service ceilings are
higher in rear-engine-only operations.
Handling, climb and performance
problems? While the Skymasters have
shortcomings in these areas, they are
minor and not enough to be the rea-
sons for the airplane's fate. The 337
series cruises only a tad slower than
similar light twins,carries comparable
loads (there is even an optional 13 cu-
bic foot, 300-pound capacity cargo
pod, made available in 1966) and does
this while burning a total of no more
than 23 gph, at 75-percent power. Not
bad, considering the airplane's rela-
tively high empty weight and the dis-
placement of the engines.
Ill-suited for high-altitude opera-
tions? This is not the reason either.
Oxygen systems are available for all
models, and a buyer can choose from
turbocharged or pressurized versions:

Cesslla 1l'CIltol'a/Joard to d.'mollstrate the Skymaster's ellgille-out directiollal stability. This 1963 promotiollal photograph shows a 336
takillg off 1l'ith the frollt propella feathered. Such StlllltS helped ellcourage some pilots to do the same, with IIIlsuccessful resuIts.
Lack of all-weather capability? Per-
haps. Leading-edge deice boots and
propeller anti-ice systems are options
that are available on all Skymasters.
. But an approved windshield heating
system is not. (One Skymaster manual
recommends stretching your arm out
the vent window and using the con-
trol lock to scrape ice off the wind-
shield.) For this reason, the Skymaster
never received approval for flight
into known icing conditions. In 1977,
weather radar was first made an op-
tion. A Bendix RDR-160 could be in-
stalled, its antenna housed in a fiber-
glass pod slung under the right wing.
Unless an owner receives a supple-
mental type certificate, however, the
radar option is not available to own-
ers of earlier Skymasters. For these
airplanes, Stormscopes have become a
popular panel addition. So Skymasters
can be equipped to negotiate adverse
weather conditions.
Perhaps the answer lies in the Sky-
master's systems, safety record, main-
tenance peculiarities or airworthiness
directives.
Until 1973, Sky masters were
equipped with engine-driven hydrau-
lic systems. Then a switch was made
to a simpler, lighter, electrically
•.•.
. -I
driven hydraulic power pack, a
heavy-duty derivative of the gear sys-
tem used in the Cessna 210.
In the pre-1973 Skymasters, a single
hydraulic pump is mounted on the
front engine. If the front engine fails,
the landing gear has to be extended
manually, using the emergency pump
handle stowed beneath the floor to
the right of the pilot's seat. In 1967
Cessna offered an optional, second
hydraulic pump for the rear engine.
Besides providing system redundancy,
this second pump reduces gear retrac-
tion time by 40 percent.
A schematic diagram of the hydrau-
lic system looks like a plumber's
nightmare. The system uses a complex
network of pressure sequencing
switches and priority valves, all de-
signed to ensure that the landing gear
and their doors operate in the correct
order. For all its complexity, though,
the hydraulic system never brought
about any airworthiness directives
and has not generated an unusually
high number of service bulletins. The
electro-hydraulic system also has had
a relatively uneventful service his-
tory, having been more or less per-
fected through lessons learned in its
210 application. Beginning in 1974,
••••••••••••••• A>.
Cessna tacked a nitrogen bottle onto
the electro-hydraulic system. This pre-
vents the gear doors from falling
open when the airplane is unused for
long periods of time.
As with the landing gear systems in
much larger airplanes, Skymasters
with engine-driven hydraulic systems
have a gear selector handle that snaps
back into a neutral position once the
cycle sequence is completed. This in-
dicates that the hydraulic pressure has
stopped building and that, together
with an amber (Up) or green (Down)
indicator light, the gear and their
doors are locked in the proper posi-
tion. A handle that remains in the Up
or Down position serves as a warning:
The pump(s) is still pressurizing the
system and overheating may occur.
The pilot should return the selector
handle to neutral so that pressure
may be relieved.
A pilot can use this feature of the
engine-driven hydraulic system to
make a safe landing when there is not
a positive gear-down-and-Iocked indi-
cation. The handbook advises landing
with the front engine at no less than
1,000 rpm and with one hand holding
the selector handle in the Down posi-
tion. By keeping high pressure in the
AOPA PILOT • 39

system, this technique can prevent an
unlocked gear (particularly the nose
gear) from collapsing under the
weight of the airplane.
The most frequent complaint about
the Skymaster's electrical system has
to do with the avionics access panel,
located just forward of the wind-
shield. It seems the panel leaked wa-
ter, shorting out the avionics-usually
at the worst possible moment. Cessna
service letter ME80-22 gave recom-
mended methods for better sealing
the access panel. There are also com-
plaints about the early alternator sys-
tems' ability to handle a large electri-
cal load. Prior to the 1967 models,
Skymasters have 28-volt, 30-ampere
alternators. After that time higher ca-
pacity, 38-ampere alternators were
made standard.
Electrical load balancing between
the two alternators has been a prob-
lem for some owners. Skymasters
have no automatic paralleling func-
tion, which means that load imbal-
ances can occur. With all electrical
equipment turned on, one of the al-
ternator warning lights may come on
due to an unequal demand on the sys-
tem. The only way to optimize load
sharing between alternators is to keep
40 • NOVEMBER 1982
SKYMASTERS
So comfortable and
spacious, you can stretch
out and relax. So what
if the engine just quit?
both voltage regulators adjusted to
within .60 volts of each other.
The pre- 1975 fuel system also re-
quires special knowledge. The fuel
boost pumps work off the main tanks
only; fuel from the auxiliary tanks
feeds to the engines by gravity. There
have been several accidents involving
Skymasters whose engines (yes, both
of them) simultaneously quit after
their pilots switched tanks. Analysis
often revealed that the pilots ran the
main tanks dry. Switching to the aux-
iliary tanks mayor may not permit a
restart once the engines have taken
the last of the fuel from the main
tanks. Air drawn through the engine-
driven fuel pumps can cause cavita-
tion, preventing the immediate trans-
fer of fuel from the auxiliary tanks'
lines. To make matters worse, one
study revealed that it can take as
much as 29 seconds for fuel to travel
\ .
1-
from the auxiliary tanks to the en-
gines. With no boost pumps to hasten
the fuel flow from the auxiliary tanks,
the swirling vacuum of air caused by
the suction in the engine-driven
pumps momentarily can starve the
engines. This is why takeoffs and
landings must be made with the fuel
selectors on the main tanks only.
Design changes relating to fuel
problems include an enlargement of
the fuel lines' diameters in 1968, the
installation of a capacitance-type fuel
measurement system in 1970 (float
gaugf's werf' previously uSf'd) and a
switch to an interconnected-tank de-
sign in 1975. This newer fuel system
permits boost pump operation
through the entire system, since all
tanks share the same plumbing. There
is another interesting footnote-both
engines cannot share the same tank.
Fuel flow is inadequate for high-
power conditions.
For these reasons fuel mismanage-
ment is the single greatest cause of
Skymaster accidents. A look at the
1978 through 1980 Skymaster accident
files reveals no other remarkable
trends. During this period there were
a total of 74 accidents, 19 involving
fatalities; IS were blamed on misman-
 1964 Cessna 336 1965 Cessna 337 1970 T337E Cessna 1973 T337G Cessna
Sky master Super Skymaster Turbo Super Skym..ster Pressurized Skymaster
Base price new $39,950 $39,950 $56,995 $78,500
Current market value $10,600 to $14,750 $13,400 to $18,500 $23,400 to $31,500 $34,600 to $46,000
AOPA Pilot Operations/Equipment Category' IFR IFR IFR IFR
Specifications
Powerplants 2 ContinentaIIO-360-A, 2 ContinentaIIO-360-C/D, 2 Continental TSIO-360-A, 2 Continental TSIO-360-C,
210 hp @ 2,800 rpm 210 hp @ 2,800 rpm 210 hp @ 2,800 rpm 225 hp @ 2,800 rpm
Recommended TBO 1,500 hr 1,500 hr 1,400 hr 1,400 hr
Propellers 2 McCauley 2-blade, 2 McCauley 2-blade, 2 McCauley 2-blade, 2 McCauley 2-blade,
constant speed, constant speed, constant speed, constant speed,
full-feathering, 76-in dia full-feathering, 76-in dia full-feathering, 76-in dia full-feathering, 76-in dia
Wingspan 38 ft 38 ft 38 ft 2 in 38 ft 2 in
Length 29 ft 7 in 29 ft 9 in 29 ft 10 in 29 ft 10 in
Height 9 ft 4 in 9 ft 4 in 9 £I 4 in 9 £I 2 in
Wing area 201 sq ft 201 sq ft 202.5 sq ft 202.5 sq ft
Wing loading 19.4 Ib/sq ft 20.9 Ib/sq ft 22.9 Ib/sq £I 23.2 lb/sq £I
Power loading 9.3 Ib/hp 10 Ib/hp Illb/hp 10.4 Ib/hp
Seats 4 (5 or 6 opt) 4 (5 or 6 opt) 4 (5 or 6 opt) 4 (5 opt)
Cabin length 7 ft 9 in 7 ft 9 in 7 ft 9 in 7 £I 9 in
Cabin width 3 ft 2 in 3 ft 2 in 3 £I 2 in 3 £I 2 in
Cabin height 4 ft 4 in 4 ft 4 in 4 £I 4 in 4 ft 4 in
Empty weight 2,320 lb 2,625 Ib 2,850 Ib 2,900 Ib
Gross weight 3,900 Ib 4,200 lb 4,630 Ib 4,700 Ib
Useful load 1,5801b 1,5751b 1,7801b 1,8001b
Payload w/full fuel
std (93 gal) 1,022lb 1,017 Ib 1,2221b 60
125200
795
63
96
78
70
89
165
62
135
20,000
2,925 945
375
891 KIAS
1,250
190
79
178
10
750 KIAS
18,700
1,675
139
1,500
4,465
4,700
1,064 £I
N/A £I
N/O
1,0501b
365 Ib,
pph/l0ft
£I
lb
pphll3
gal
qtfpm
kt
nm fpm£I
Ib(12,000
(18,000
17 cu
(18,000
Ib(123 (12,000
(738gph
gphN/A
£I N/A
N/A
£I)
ft)
usable) £I)
ft)
usable)
opt (131 gal) 794lb
131150365
558
gal 168IbIb,
kt(128 kt 17
(24,000
(552 133
87
93
81
196
61
165
139
cu
29,300 70
700
1,675
N/O KIAS
17,200
4,630
(10,000
904
1,347
1,105
375
72
usable)
9342KIAS
9941b
1,650
N/O
£I)
4,400£I
Ibft
nm
usable)
786 fpm
fpm£I
Ib
nmft(768
£I
£I)
Ib
pph/12
galpph/7(10,000
(92 7891b
(24,000
usable)
gph ft)ft)
usable) 10 qt
Max takeoff weight N/O 75 14,400
996
652 KIAS
nm
295 (24,000
£I £IN/O
1,000 £I)
(10,000
fpm ft)
Max landing weight N/O N/O
Fuel capacity, std 558 Ib (552 usable) 558 Ib (552 usable)
93 gal (92 usable) 93 gal (92 usable)
Fuel capacity, 786 Ib (768 usable) 786 Ib (768 usable)
w/opt tanks 131 gal (128 usable) 131 gal (128 usable)
Oil capacity, ea engine 10 qt 10 qt
Baggage capacity 365 Ib, 17 cu ft 365 Ib, 17 cu ft
Performance
Takeoff distance, ground roll 625 ft 805 ft
Takeoff distance, over 50-ft obst 1,145 ft 1,435 ft
Accelerate/stop distance N/O 2,300 ft
Rate of climb, sea level 1,340 fpm 1,300 fpm
Single-engine ROC, sea level
front engine only 355 fpm 360 fpm
rear engine only 420 fpm 450 fpm
Cruise speed, 75% power 150 kt (7,000 ft) 167 kt (5,500 ft)
Fuel consumption, ea engine 66 pphlll gph 69 pphll1.5 gph
Range @ 75% cruise, no rsv
std tank 650 nm (7,000 ft) 665 nm (5,500 ft)
opt tank 900 nm (7,000 ft) 925 nm (5,500 ft)
Cruise speed, 55% power 107 kt (10,000 ft) 150 kt (10,000 ft)
Fuel consumption, ea engine 42 pph/7 gph 51 pph/8.5 gph
Range @ 55% cruise, no rsv
std tank 820 nm (10,000 ft) 812 nm (10,000 ft)
opt tank 1,140 nm (10,000 ft) 1,130 nm (10,000 ft)
Service ceiling 19,000 ft 20,500 ft
Max operating altitude N/O N/O
Single-engine service ceiling
front engine only 8,200 ft 8,200 ft
rear engine only 9,500 ft 10,200 ft
Landing distance over 50-ft obst 1,395 ft 1,465 ft
Landing distance, ground roll 655 ft 575 ft
Limiting and Recommended Airspeeds
Vx (Best angle of climb, ~ flaps) 63 KIAS 68 KIAS
Vy (Best rate of climb) 90 KIAS 96 KIAS
Vxse (Best single-engine angle of climb) 74 KIAS 77 KIAS
Vyse (Best single-engine rate of climb) 83 KIAS 86 KIAS
Va (Design maneuvering) 130 KIAS 130 KIAS
Vfe (Max flap extended) 139 KIAS 139 KIAS
Vno (Max structural cruising) 165 KIAS 165 KIAS
Vie (Max gear extended) N/A 139 KIAS
Vne (Never exceed) 190 KIAS 190 KIAS
VSI (Stall clean) 62 KIAS 64 KIAS
Vso (Stall in landing configuration) 52 KIAS 55 KIAS

All specifications are based on manufacturer's calculations. All performance figures are based on standard day, standard atmosphere, at sea level
and gross weight, unless noted. 'Operations/Equipment Category reflects these aircraft models' maximum potential. See June 1982 Pilot, p. 92.
N/A-not applicable, N/O-not obtained.
 agement of fuel (i.e., both engines
quit). Of this number, though, only
two accidents caused fatalities. The
rest of the accidents ran the usual
gamut: continuing VFR into adverse
weather, fuel contamination, im-
proper recovery from bounced land-
ings and various mechanical difficul-
• ties. Two accidents were caused by
pilots attempting single-engine take-
offs (neither caused fatalities), one in-
volved a pilot with no multi-engine
or centerline thrust rating, and three
were the result of overgrossed Sky-
masters hauling marijuana (two fatali-
ties). Absent were stall-related acci-
dents. For a fleet of 2,386 airplanes,
this is a very good accident record.
Bad news, such as the double-en-
gine failures, travels fast. But in the
aviation world, rumors of mainte-
nance quirks and mysterious glitches
travel even faster. Ask any pilot and
he will tell you that Skymasters leak
engine oil all over the place and there
is nothing you can do about it.
This leakage usually has three main
causes. When you fill a Skymaster's
engines to their lO-quart maximum,
oil is blown out the breather. Service
Letter ME74-2 advised owners to fill
their engines to eight quarts instead
of ten and to remove the 10-quart
mark from the dip sticks.
Another cause is the two-piece ac-
cessory case gasket. These gaskets seal
the alternator and tachometer drive
shafts, but leave a plugged hole be-
tween the shafts without a gasket.
The solution, according to mechanics,
is to install a one-piece gasket that
covers the entire area. But, Continen-
tal does not make a one-piece gasket
for this application, so a mechanic
must fabricate a custom-made one.
The last theory that we know of
concerns too much use of the high-
boost pump. Engine starts should be
made with the boost pumps on Low.
Too many pilots become impatient if
the engine does not fire immediately,
then go to high-boost operation. This
generates an overflow of fuel, w.hich
is vented at the rear of the fuselage,
beneath the propeller. Since this fuel
has been mixing with residual oil in
the intake manifold-the product
of piston blow-by-the result is an
oily fuselage.
There are other squawks that have
become Sky master legend:
• The engine cases crack, particularly
on those engines with front-mounted
alternators. With the 337H models,
the Skymaster's Continental engines
come with heavier crankcases.
• The rear engine still overheats, in
spite of the 337's larger intake scoop.
Intake air is not the problem in flight.
Pilots must learn to fly with the rear
cowl flaps open at all times; other-
wise, airflow over the cylinders will
be inadequate. In 1969, the cowl flap
controls went to a three-position tog-
gle switch and a pair of blue lights.
When the cowl flaps are either fully
open or closed, the blue lights will
illuminate. While taxiing, the trick is
to use the front engine. Its blast of air
keeps the rear engine cool. Many pi-
lots are tempted to taxi with the rear
engine only-not just to save fuel, but
because rear propeller ground clear-
ance is better.
• In 1968 voltmeters and ammeters
were replaced by idiot lights. They
come on and go off when they are
not supposed to. Their diodes and
transistors have a reputation for burn-
ing up. Check the sealing on the avi-
onics access panel.
• The book says to start the rear en-
gine first, to ensure that people will
not walk into the propeller after the
pilot shouts "Clear" with the front
engine running. But in cold tempera-
tures, the battery cannot power the
rear engine through more than a few
turns. Long-time Sky master owners
know to start the front engine first
under these conditions. The battery is
on the front firewall; too much juice
is lost through the long cable to the
rear engine.
• There is no proper way to load and
secure baggage. It was not until 1971
that Cessna came up with optional
tie-down latch plates and seat-rail at-
tach points for cargo restraint. Those
who have not installed these fixtures
must leave baggage unsecured.
As for airworthiness directives, the
Skymasters have few of substance. AD
71-17-8 calls for increasing the rear
engine's idle rpm. At idle, it is diffi-
cult to hear the rear engine while
wearing earplugs or a headset and
there is always the danger that a pilot
unknowingly may attempt a takeoff
using the front engine only. This is
why the handbook advises beginning
the takeoff roll by leading with rear
engine power. This is a way to check
that the rear engine is running .
Along the same line, AD 77-8-5 re-
quires a placard stating "Do Not Initi-
 The optional cargo pods expand the SkYlllaster's utility, but cost you speed and looks.
ate Single Engine Takeoff." This is
ironic, since early promotional photo-
graphs showed a Skymaster being
pushed into the air on one engine.
Accident records have shown that
Cessna may have set a bad example.
AD 78-9-5 and AD 81-13-10 R1 are
potentially the most expensive direc-
tives. The former requires an inspec-
tion of the wing front and rear spar
lower caps for cracking. The latter
mandates an inspection or replace-
ment of certain tachometer and oil
pump drive gear assemblies.
An objective analysis shows that no
one shortcoming can explain the pop-
ular stigma attached to the Skymaster.
Rather, it is an unfortunate combina-
tion of marketing strategy and atti-
tudes. Priced to undercut the twin-en-
gine competition as a new airplane, it
was apparent that customers wanted
to have more speed and a conven-
tional design rather than safety at a
bargain price. Many purchasers were
undoubtedly drawn to the speedier
Mooneys, Comanches and Bonanzas.
Anything but be caught dead in an
airplane with the looks of a Sky-
master, even if it is a twin.
The same holds true today. As used
airplanes, Skymasters can be bought
for a song. The 336, probably on its
way to an Edsel-style revaluation as a
rare cult object, can be purchased for
about $10,000 to $15,000. Blue book
values climb slowly through the years
and top out at between $72,000 and
$90,000 for a 1980 pressurized 337.
The Skymaster's biggest single ob-
stacle to public ac'ceptance appears to
be rooted in the very design goals
that brought it about in the first place:
safety. Macho types look down on
them. What good is a big, powerful-
yet unthreatening-twin-engine air-
plane? If it denies you the opportu-
nity to pose as a pilot with the Right
Stuff, ready and able to prevent a
deadly spin should an engine fail on
takeoff, what psychological value can
such an airplane have?
Skymaster freaks, of course, are im-
mune to this logic. They lavish great
care on their airplanes, take pride in
owning such a unique machine and
even may fit their airplanes out with
the very popular Robertson STOL
(short takeoff and landing) kit. Own-
ers also may share news, run ad-
vertisements and give maintenance
advice to their brethren through the
337 Newsletter, published three or four
times a year by O.R. Whitaker. To be
included on the newsletter's mailing
list, write Whitaker Enterprises, Incor-
porated, Post Office Box 1274, Liberal,
Kansas 67901. There is no charge, but
contributions are appreciated.
Thirteen years after the Skymaster
was introduced, the National Trans-
portation Safety Board issued a special
report entitled "Light Twin-Engine
Aircraft Accidents Following Engine
Fail ures, 1972-1976." The report
showed that, within the space of four
years, there were 21 fatal accidents
following engine failures in Piper
Apaches and Aztecs, two such fatal ac-
cidents in Twin Comanches, 16 in
Beech Travel Airs and Barons and 10
in Cessna 31Os. Skymasters had only
six such accidents.
Ahead of its time in many ways, the
Skymaster, like the Cessna Cardinal,
was billed as an airplane of the fu-
ture. But no one was convinced except
Cessna's higher-ups and the type of
customers who buy old two-stroke
Saabs or Dodge Valiants. In a contest
between glamour/speed and ugly/
practical, there is only one choice for
the buyer who wants to invest in such
an emotional object as an airplane. 0